Aviation apparatus.



J. F. OOOLEY. AVIATION APPARATUS. APPLICATION FILED FEB. 2. 1910.

1,084,1 98, Patented Jan. 13,1914.

- 2 SHEETS-SHEET 1.

J. F. COOLEY.

AVIATION APPARATUS.

APPLICATION FILED FEB.1910.

1,0841 98, Patented Jan. 13, 1914 2 SHEETS-SHEET 2.

JOHN F. COOLEY, OF NEW YORK, N. Y.

Specification of Letters Patent.

AVIA'IIN APPARATUS.

Patented Jan. 13, 1914.

Application filed February 2, 1910. Serial No. 541,457.

To all "whom, it may concern:

lie it known that I, Jens F. CoonnY, a

citizen of the l n-ited States, residing in the I preclude city of New York, county of New York, and State of New York, have invented certain new and useful Improvements in Aviation- Apparatus, of which the following is a specification.

My invention relates to navigation of the air by aviation or aerodynamic apparatus as distinguished froinaerostatic or balloonlikc apparatus.

The aviationapparatusin which I have embodied luv invention is of the so-ealled aero iilane type, although this does not the employment; in some way there in of-tlie principle of the helicopter or that of the ornithopter. Being a so-called aeroplane the herein described form of my invention haslaterally-outspread supporting surfaceswluch ma be either curved or plane, and which (epend' for their action on the aeroeraft having speed, whether produced by the action of gliding down by the force of gravity, or by a mechanical propeller, or otherwise, the sustaining quality being attained by attacking the air more or less obliquely, the supporting surfaces being inclined to the horizon. In such an apparatus, whether a mere glider or otherwise, certain desiderata are recognized, and

I if the craft is self-propelled, further chardow acteristics or. qualities are desirable or necessary, to render it practical. Indeed while air navigation'is one of the oldest of questions, itis fraught with difficulties and dangers and resents many problems hitherto not satis actorily solved. For example,-

'among the.problems are: the fore-and-aftbalance and its proper control, not only to prevent theeraft being diverted upward or nvard, with possible ealamitous results, but to enable it to be guided in upward or downward direction at will. The steering to right or left in a simple, effectual and alance-preserving manner. Increase of latoral stability or balance by having a design less affected by disturbing influences, or entirely obviating need ofbalancing apparatus. The increase of speed by having a design that more readily penetrates the air and since the weight of avoids excessive friction without sacrificing its supporting qualities; thus enabling a breakage by increase of strength of parts and otherwise is one of the greatest essentials. It has been thought the sustaining surface must be small or limited in size arts theoretically increases out of pl'OPOItlOIl thereto, but I have discovered by calculation that with a'proper design and construction, such as that herein, this in untrue, and that any disproportionate weight-increase is practically offset by the greater sustaining eil'ect; for quadruple the supporting surface. and the sustaining effect will be more than quadrupled, and the "olume of underlying compressed air will be practically octupled. Again, the added speed of progression possible in a larger craft from using a larger motor obviates any loss of'etficacy;

. To the attainment of the above and other objects my improvements are directed, and as eiamples ofthe many ways to employ the principles of the invention, I have illust-rated and'will hereinafter describe some en bodiments thereof, the novel and characteristic be at the end set forth,- in the claims,

In thekccompanying drawings fomling a part hereof, Figures 1 to 4 inclusive illustrate a simple form embodyingsome of thev mam principles of my improvements; Fig.

1 being aside elevation Fig. 2 a top view, and Figs.'3 and 4 similar 'rear'views with the parts in different adjustments. 'Figs..5 and- 6 illustrateoanother form embodying also the main tant details;

Fig. 5 being a side elevation and Fig. 6 a

rear view. The preferred emwhich in turn inprinciples and further impor-" qualities and features of which will bodimentof my improvementsis shown in Figs. 7 t'o-14 inclusive, in which Fig. 7 is a general perspective view, Fig. 8 is-a side elevation, Fig. 9 a topview, Fig. 10 a rear elevation, Fig. 11 an enlarged side view of details atfthe rear. Fig. 12 is a diagrammatic rear view of the three surfaces (two wings and heel) and their controlling cables. F i 13 is a similar view showing different a, justments. Fig. 14 'is a detail view show-in parts of the three surfaces and illustrating the cable connections for controllin the surfaces from a controlling lever or ti ler.

Similar letters of reference designate corresponding parts in the several figures of the drawings.

Referring first for convenience to Figs. 1 to 4 showing in a conventional manner a simple form of supporting unit, it will be seen that this is capable of having its outspread supporting surfaces concaved at will for the purpose of regulating fore-and-aft balance or upward and downward steering; either the forward or rear portion of the supporting surface being deflected upwardly or downwardly with relation to the re-' maihder. A wire :22 extending from the bow at the. left to'the' stern at the right can be moreor less tightened or loosened, for exa-n ple'bymeans of a turnrbuckle a": \The 1 tig ten; the wire-is stretched; the moreconcave will the supporting surface become. As seen the apparatus is of a formhaving-a 3 central structure or spine B and an outspreadsup 'crting surface comprising a plu rality of air-resistin surfaces A one being shown on either si e. When t e wire :v

is tightened these two surfaces or wings are pulled downwardly at one or both ends with respect to the apparatus as a 'whole.'

' This can be done as shown by deflecting the spine itself, that is either by flexing it or swinging it by means of a joint or hinge if rc ar,.-an

preferred. In the form shown in Figs. 1

to 4 theright and left steering is'done by ropes mipassing from the wings to the spine at or having control-of the turn-buckle m and ropcs--w. On pulling "one rope w and slacking-the other,- the -spine'is deflected at its rear-.end to one.side,'e. g., the right as -in Eig.-.4, which'so changes the wing curvature; and 'wind' pressure as to compel the craft to turn to the right. No propeller isshown on this form,-.asa propeller may be omitted in thecase either of' a glider, or an apparatus to betowed; in?

Passing now to the form-in Figs. 5 and 6, shown also in a more or less conventional way,{ further features of my invention may be referred to. Thus besides. .the'pair of wings A, is provided a keel-C, shown as single in construction and arranged vertically to the pointw, the aviator sitting,-v

in the center, preferably beneath the spine.

ture forming a point of vantage whence to pull the wings and spine downwardly for regulating the concavity of the apparatus. Thus ropes a pass from the wings and keel around the rearend of the spine and forwardly to the aviator, whereby he can by pulling the proper rope, cause the spine to be flexed or swungdownwardly, thus lowering the rear portions of the two wing sur cate the lowered position pf spine and wings.

The general shape or design of. my apparatus is such as to give great lateral stability or balance as against disturbing influences, also to more readily penetrate the air-without sacrificing supporting qualities, also to permit a frame construction of such economy and weight as to permit increase of dimension and of supporting area with the advantages already hereinabove recited. The shape or design may be said to be that plied as desired about a central structure or 8131118, the long sides coinciding with or con- ,tiguous to the spine. Such construction perwhich substantially constitutes the entire frame. The several polygons being alike and opposed, give the -e1iect of-a' surface which is symmetrical, and when only two wings are employed, both triangular, the result is a quadrilateral form pointed at both ends. This design and structure being not only light as described, further possesses the quality of stability, which .is enhanced by slanting the two wings upward away from each other; and by shifting the location of the cross-struts or braces b. to a point near the stern, the apparatus as a whole is given a sharp dart-like bow which'assists greatly in the penetration of the air at high speeds, and minimizing friction.

j In the form of Figs. 5 and 6 there are the third one constituting the keel C, which for convenience-is shown single in construction though it might be constituted of a pair of-surfaces. It will be seen that the keel is not only like the two wings insha e and structure, but it is 'alsolike-them in aving its rear part laterally movable, this bein or right, the deflectin portion of the keel serving in. the place of an independent.rud-

der. As explained three ropes a pass from the wings and keel around the rear end of the spine and forward to the aviator who may so manipulate the ropes as to cause any desireddeflection either of the wings or the possess a driving motor M located generally This keel may be considered as a substrucfaces, dotted lines being employed to indiof a triangle or other simple polygon multi-' mits the use'of a simple strut-and-stay truss,

for the purpose of guiding the craft'to le t keel. This form of machine is shown to" three triangular surfaces substantially alike,

near the centerof balance of the supporting surfaces, and a propeller N located at the front end of the apparatus; also front and supporting air pressure from how to stern;

whereas fora different speed such pitch would no longer be effective. For example were speed increased to 100 miles the ef fective pitch should be greatly decreased, the curve becoming flatter, and enabling the craft running at a given altitude to easily keep on alevel keel, whereas the more pronounced curve with the high speed would produce a constant tendency for the craftto steer downward and dive. This principle of fore-and-aft curve or concavity regulation Idesire to protect irrespective of the type of craft. The principle also operates when the craft is to run at constant speed but atdiflerent altitudes. At the same time, the

mechanism illustrated serves, as previously stated, for varying the upward and downwardangl'e of advance of the craft.

'- The principle of having a central member or spine around 'which are arranged at, roughlyspeaking, equal or comparable angles, three or more surfaces, is'important. The lower surface may be a keel, and it not only affords-support when turning,- and tends generally to'stead'y the craft, but is capable of becoming a supporting surface, if the craft should possibly tilt too far. An

equalizing effect is thus produced which practically renders the craft non-capsizable.

The princi le of assembled polygons of a form enabled by the strut-and-stay truss construction insures notonly a pointed bow with aniinclined stay to cut the wind, but

i also a pointed .stern; which in turn renders possible the valuable controllin mechanism to be described.- It also constitutes of the craft one which, in case of need, may reverse or back up in mid-air, if the propeller be reversible.

The truss referred to is substantially flat, by which I mean it is in one plane, as distin guishedfrom having three dimensions, althou h of course the truss and the surface oovng it may be slightly curved or con cavedasstated; The bulging of the fabric or air-misting material, and the 've of the stay wires' under the pressure 0 the wind cause a substantially continuous curve is the importing surface from bow to stern. The

opposed'trusses about a spine braces the latter, which substantially forms a stringer l'o each truss. The fabric covering stifi'ens the truss and in ell'ccl forms a continuous bracing therefor.

Coming now to, the preferred embodiment shown in ljigs. 7 lo 14, this, it should be'first stated, is of a multiple form. By multiple I mean that there are a plurality of units, some and preferably all of which would have some or all of the features of my improvements; and the number and inter-relation of the dill'erent units may of course be indefinitely varied. Units may be arranged side by side or in the form of a biplane or tri-plane, etc., either with parallel or crossed surfaces; the connections between theunits may be rigid or flexible; or all these difl'erent features may be combined.

- The multiple unit apparatus of Fig. 7, etc.,

is of a tandem formation with a mainor rear unit and in front of it a smaller orsupplemental unit rigidly secured to the main unit and having a generally similar shape and construction though not possessing all the detailsas to manipulation.

Coming now to-the'for m and construction "of the main unit of Figs. 7 to 14, it is to be understood that this'embodies the various qualities and features previously herein discussed, and which will not be repeated as the following description is merely of one specific form of embbdiment of the broad principles which I desire to cover by Letters Patent. On either side .of the center line are the two supporting surfaces or wings A, A and beneath them is the keel structureIC. The extreme rear portions of the wing and keel surfaces are marked respectively a,

a and 0. Along the center line of the apparatus is a structure which may be termed a central member or spine, which is of the entire length of the apparatus, although different portions of the central member are differently constructed. For example, for the major portion of the length of the apparatus the central member 'is for conven-. ience combined or consolidatec'l with a-car so thateither the car or a portion thereof may be considered as constituting a part of the spine. The earniay also be considered 415 combined \vitlrthe keel since it-is covered with air-resisting material on both sides, and thereby in effect constitutes a hollow keel. The car is a built up framework made from any suitable material and preferably having a narrow cross section, the .same

tapering to a point both above'and below and towardthe bow and stern. A number -of vertical pieces 0 are shown arranged in substantially pa rallel'planes, these being extendedabove the actual line'of the spine and meetin at points a, which points are connected by a longitudinal member e extending fore and aft. The parallel vertical sec- This structure just described extends from the bow rearward to the point E, and. the continuation of the spine beyond, that point 'may be of a different nature, for example a simple spar such, for example, as the swinging sparor boom F, whose rear extremity forms the extreme stern of the apparatus. It will be seen that either'flexing or swinging the boom F out of a position in perfect alinement with the rest of the apparatus .will serve to vary or deflect the hue of thesecalled central member or spine of the apparatus. Coming now to the keel, this comprises an air-resisting fabric or material shown at C and covering the interior substructure beneath the s ine on both sides thereof, so that the .keel'ls in effect a double or hollow. ,kecl withs'pacebetween its two surfaces to receive the interior structure and car. The keel surface extends from the bow to the extreme stern of the main unit and although bulged where -',the. material is doubled, it is desirable to .maintain the. keel surface substantially continuous from bow to stern.- Theextreme stern .portion to the rear of the point E is marked 0 and the propeller may conveniently be located with-- in a space out out of the keel surfacej ust forward of this portion '0'. -Rather than out away the fabric forming the keel surface at the point where the. aviator sits, I prefer to constitute it partly of a celluloid or other transparent sheet which, it will be 'seen from Fig; 10, is bound to take an inclined position so that theaviator is able'to see not only forward butdo'wnward; and any further provision for increasing the aviators scope of vision may be adopted. G- represents the propeller which with the motor ihI COllSlZl tutes a convenient form of propelling; mechanism for an apparatus of-the character herein describe The propeller shaftis shown as cxtendiug'in an inclined direc tion from the motor down to the propeller, and its bearings may be arranged in an obviousway. D represents a' front, and D two 'rear, landing wheels which may be bicycle wheels, although any other form of landing device might be substituted; and

'Iunder favorable circumstances. these wheels willscrve also for supporting the apparatus as it runs along the ground when being. launched. "It will be understood that exterior stays or wires may be applied at various points in order to preserve the proper relative positions between the. wings and keel, although for the sake of clearness in'65 the drawings I have omitted showing such stays. As already premised the re ulation' of the craft is performed by control 'ng the curvature or concavity of the several surfaces, namely the two supporting surfaces or wings A and A and the substantially vertical surface or keel'C. This is eficted by the proper movements of the respective rear portions a, a and a of said three surfaces. For the purposes of the diagrammatic illustrations, I have applied the letters P, Q, and

R to the extreme rear points of the surface portions a, a and 0 respectively; and the cables or stay wires which join these-three surfaces to the rear of the boom F are correspondingly marked 7), g and r, .the rear end of the boom itself bem designated S. As seen in Fig. 11, the boom l is mounted at its forward end to a universal .joint F en-' abling the boom to be swung in any desired direction whether upward, downward, to right, to left and at various -angles. The rear. end of the boom is provided with three pulleys s, throu h each of which passes one of the three on les 79, g and 1', said cables then passing forwardtoward the aviator as shown. In order to permit the boom F to swing as described, each of the rear surfaces 1., a? and c" isso designed as to leave a. substantial space between it and theboom 'so that .there will be a substantial length of cable 72, g and r between the. respective points P, Q. and R, and the pulleys. From the above description -it will be seen that the position of the boom can be controlled by the manipulation. of the cables, p, q, 'r, since upon pulling one of said cables and slacking the other two the boom: is

bound to draw toward the point P, Q or R which corresponds to the cable. ulled. Rea-.105 ferring' now to Fig. 12, the ful lines show the normal positions of the rear surface portions a, a? and c, and-jof the points thereof I, Q and 1t, and of the end S of the'boom.-- If now the cables and 1 should be pulled by the aviator am the cable q s'lacked, the end S of the boom will be swung -d0wn' wardly to the right, for example to the posi; tion S, and the two surfaces a and a will take the dotted positions shown with'their points 1 and R shiftedto the new positions j P and R. In this ositionthe rear surface a ofthe keel being efiected to theright will act as a rudder to steer the craft to the right, The action of the wind pressure upon the 1% surface a under these conditions would have a tendency to tip the craftor'rota'te it about its spine in the direction of the hands of a 'ivatch; but it will be seen that the downwardly deflected rear portion'a of wing A will have an exactly counterbalancing effect so that the craft while responding to the desire to turn toward the right, will maintain its uilibriuin. For upward and been slacked. The result is that the ex tremityS of the boom has dropped from its normal position S toa lowere position S pulling down with it the points P and Q of the wing surfaces; so that both of the rear wing-surface portions a, a havebeen deflected .downwardly so as to give a curvature or increase the curvature or concavity of the supporting surfaces for whatever purposethis may 'be desired, whether to attain a different rate of speed, a different upward or downward incline-of advance, or otherwise.

Instead of merely giving the aviator the ends of the three ropes p, g and r for manipiilat-ion, these may. be in some way connected'to a. tiller device such as a wheel or lever, by which the aviator is enabled to automaticallycontrol all three surfaces in unison and in cooperation. For example referring to Fig. 14, the three ropes p, g, r

are shown passing forwardly and around three pulleys p, q and r, and from thence to the extremity of a lever or tiller T. This tiller has its forward arm with a handle it and a rearward arm t to which the difi'erent cables are attached, and the pivot t is supposed to be fixed u on the car or its framework. The hand e t of the tiller can be thrown upward or downward or to the right or to the left and will produce a cor respon ing, movement in the position of the boom F. For example if the tiller isthrown upward to the dotted position t then the rear arm t of the tiller will be -low-.

cred, which will pull upon and shorten the cable r, at the same time slacking the cables p and q. As already explained this Wlll' effeet the lowering of the boom, fOIEXfiIHPlB to the position shown in Fig. lVhat I claim as new and desire tosecure by Letters Patent is 2 1 1.111 an aviation apparatus, a supporting unit having on either side of its center line an outspread supporting surface, a keel.

member therebelow, and means extending from or connected to said keel for at will deflecting the rear portions of said supporting surfaces in upward and downward directions for changing the foi'e-and-aft concavity thereof.

2. In an aviation apparatus, a supporting unit having a cei'itral iricmber or spine, and on either side of its centc 1' line an outspread supporting surface, a keel member tlierebe- ,6 low, and means extending from or connected to said keel for at will deflecting the rear portions of said spine and supporting surfaces in upward and downward directions for changing the fore-and-aft concavity 7 thereof.

In an aviation apparatus, a supporting unit having a central member-or spine, and on either side of its center line an outspread and upslanted supporting surface, a keel 7 member tlierebelow, and means extending from or connected to said k'eeLfor at will deflecting the rear portions of said spine and supporting surfaces in upward and downward directions for changing the fore-and--. aft concavity thereof; said rear portions'of spine and surfaces being capable of relative separation when lowered.

- i. In an'aviation apparatus, a supporting unit comprising a central member or spine, 8 and a plurality of surfaces each made up of a substantially flat strut-and-sta'y truss covered with air-resisting material andwith the spine forming the truss stringer or base, combined with means for at "will deflecting 9 portions of the said surfaces for changing the fore-and-aft concavity thereof.

5. In an aviation apparatus, a supporting unit comprising acentral member or spine, and a plurality of surfaces each made up 9 of a substantially lflat strut-and-stay'truss covered with air-resisting material and with the spine forming the truss stringer or base,

combined with means for at will deflecting portions of the said surfaces 'for changing 1 the 'fore-and-aft concavity thereof; and a structure or keel of substantial depth or height to which extends or is connected the' said deflecting means.

6. In an aviation apparatus, a supporting 1 unit comprising a central member or spine, and a pluralitv of surfaces each made up of a substantially fiat strut-and-stay truss covered with air-resistingmaterial.and with the spine forming the truss stringer orbase, 1 combined with means for at will deflecting an end of the spine and thereby deflecting portions of the said surfaces for changing the fore-and-aftconcavity thereof.

7. In an aviation apparatus-ii support- 1 ing unit comprising a central member or spine and a plurality of polygonal supporting surfaces, more or less opposed, to each other about said: spine, :their bases contiguous to the spine, combined with means for 1 at will deflecting portions of each of said surfaces ifor changing the fore and-aft concavitvthereof.

8. In an aviation apparatus, a supporting unitcomprisinga central member or spine 1 and a plurality of polygonal supporting siha faces, more or less opposed to each" other about said spine, their bases contiguous to whereby said supporting surface as a whole the spine, combined with means for at will deflecting an end of the spine and thereby deflecting portions of each of said surfaces for changing the fore-and-aft concavity thereof.

9. In an aviation apparatus, a supporting unit having a central member or spine and asymmetrical quadrilateral supporting surface, the latter comprising a pair of outsprcad supporting wings each of substan' tially triangular shape with the longer side of the triangle contiguous to said spine,

is substantially pointed at the bow end; combincdv with means for at will deflecting an end of the spine and thereby deflecting portions of said wings for changing or regula ting the fore-and-aft concavity thereof.

10. In an aviation apparatus, a supporting unit having a central member or spine, an out-spread supporting surface, and a substantially vertical surface or keel, said keel having a polygonal shape with the base of the polygon along said spine, combined with saidsurfaees for regulating the concavity.

thereof. 4 V

' 12. In'an aviation apparatus, a supporting unit comprising outspread supporting surfaces and a substantially vertical keel surface, combined with means for at will.

deflecting one portion of each of said supporting surfaces and said keel surface for cooperatively regulating the concavity of said several surfaces, substantially for the purposes described.

13. In an aviation apparatus, a supporting unit comprising outspread'supporting surfaces and a substantially vertical keel surface, combined with means for at will angularly deflecting any two of said surfaces toward or from each other, substan-- tially for the purposes described.

14. In an aviation apparatus, a. supporting unit comprising a central member or spine, the rear portion of which-is capable of being flexed or swung to positions at any desired angle to normal position, combined with three or more surfaces arranged about said spine and capable of having their rear parts deflected, and means whereby' said spine rear-may be moved and said surfaces thereby controlled.

"-15; In an aviation apparatus, a supporting unit comprising a central member or the concavity of said several surfaces, such spine, the rear portion of which is capable of being flexed or swung to positions at any desired angle to normal position, combined \vith three or more surfaces arranged about said spine and capable of having their'rear parts deflected, and means whereby said 7 spine rear may be moved and said surfaces thereby controlled, said means comprising cables or the like from the rear of each surface to the rear extremity of the spine, and

several cables in harmony for causing the spine movements and surface deflections.

16. In an aviation apparatus, a supporting unit comprising a central member or mechanism for tightening and loosening the 7:

spine, the rear portion of which is capable so of being flexed or swung to positions at any desired angle to normal position, combined with three or more surfaces arranged about said spine and capable of having their rear parts deflected, and -means whereby said spine rear may be moved and said surfaces thereby controlled, said means comprising cables or the like from the rear of each surface to the rear extremity of the spine, and

mechanism including a tiller .with connec tions for tightening .and loosening the several cables in harmony for causing the spine movements and surface defiectio'ns;

17. Inan av1at1on-apparatus,a supporting unit comprising a central member or spine and at least three surfaces, arranged in more or lessmutual opposition about said member, each surface consisting of a substantially fiat strut-and-stay truss covered with air-resisting material, and said central 10 member forming the base of said trusses; said spine at its rear being capable of flex'ure' or swinging and provided with mechanism for at will moving it and thereby-controlling the concavity of said several surfaces.

18. In an aviation apparatus, a. supporting unit. comprising a central'member. or spine and at least three surfaces, arranged in more or less mutual opposition about said member, each surface consisting of a substantially fiat strut-and-stay truss covered with air-resisting material, and said central said spine at its rear being capable of fiexure' or swinging and provided with mechanism for at will moving it and thereby controlling mechanism including cables extending from said surfaces to the spine rear and to a tiller device for controlling the several cables,

spine-and surfaces.

19. In an aviation apparatus, the combination of at least two supporting units connected together, eac having on either side of its center line an outspread support member forming the base ofsaid trusses;

ing surface, a keel member thercbelow, and

means extending fl0mg. or connected to said keel for at will deflecting the rear portions of said supporting surfaces in upward and downward directions for changing the foreand-aft concavity thereof.

.and an outspread supporting surface on either side, together with means for at will deflecting a portion of at least two of said 10 surfaces relatively to the remainder, for changing the'fore-and-n'ft concavity thereof. In witness whereof I have hereunto set my hand, this lst'day of February, 1910. J OHNF. COOLEY. Witnesses:

CONRAD-A. DIETERICII, ELIZABETH B. KING. 

